Schnabel-type railroad car

ABSTRACT

There is provided as an improvement in the Schnabel-type railroad car a removable cradle to enable handling of structures or vessels which cannot themselves become a part of the Schnabeltype car. The apparatus is characterized by beam means for coaction in compression between the separable wheeled parts of the Schnabel car, separate beam means for coaction in tension between the separable wheeled portions and including means for supporting the vessel on its side and out of contact with the separable wheeled portions, and means coacting between the compression beam means and the tension beam means for stabilizing such compression and tension beam means against parallelogrammatic movement.

Umted States Patent [1 1 [111 3,744,434

Patrick, July 10, 1973 SCHNABEL-TYPE RAILROAD CAR 3,410,227 11/1968 Gutridge 105/367 Inventor: Ruddph R i North Olmsted 2,985,] 15 5/1961 llath 105/367 Ohm Primary Examiner-Drayton E. Hoffman [73] A i McDowell-WgllmanEngineefing A ttorney-Harold F. McNenny, Robert A. Sturges Company, Cleveland, Ohio et al.

22 Filed: Dec. 15, 1971 v 211 Appl. No.: 208,373 [57] ABSTRACT There is provided as an improvement in the Schnabeltype railroad car a removable cradle to enable handling [52] Cl 105/367 3 of structures or vessels which cannot themselves be- Sl I t Cl 86 come a part of the Schnabel-type car. The apparatus is d characterized by beam means for coaction in compres- 1 0 are sion between the separable wheeled parts of the Schna- 05/366 A5 366 R bel car, separate beam means for coaction in tension between the separable wheeled portions and including [56] References c means for supporting the vessel on its side and out of UNITED STATES PATENTS contact with the separable wheeled portions, and 3,532,061 10/ 1970 Bohm 105/367 means coacting between the compression beam means 3,648,622 3/1972 Lich 105/367 and the tension beam means for stabilizing such com- 3,678,363 7/1972 7 pression and tension beam means against parallelo- 3,675,592 7/1972 Bateson et al. 105/367 grammafic movement 13 Claims, 5 Drawing Figures 54 v I F 38 4e 12;

PAIENTEU J L 1 0 ms SEEIZIFZ SCHNABEL-TYPE RAILROAD CAR BACKGROUND OF THE INVENTION AND PRIOR ART The present invention is an improvement in the Schnabel-type railroad car as the best mode of carrying out the invention, it being understood that the principles of the invention may be applied to other separable wheeled load-carrying vehicles. The Schnabel-type railroad car is well known. Briefly, this type of railroad car is one which is divisible into two parts to accept a load for support between the two parts in such a way that the load becomes a structural part of the overall railroad car by being directly connected to the fore and aft sections. When the load has arrived at its destination, it is removed from between the fore and aft sections (which are of similar but opposite configuration) and the remaining sections joined together for return to the point of origin where another load can be picked up. The loads involved are of major magnitude being usually a single unit of from 200 to 500 tons in weight. Generally speaking, the confronting faces of the fore and aft car portions between which the load is supported are so adapted and constructed relative to the load that they may be anchored to the respective ends of the load at the bottom of the load. Compression pads are provided on each of the car portions for coaction with the upper marginal edge of the load to be carried. Thus the load is carried in tension at the lower marginal edges thereof vis-a-vis the confronting faces of the car portions, and in compression at the upper marginal edges thereof as viewed from the side.

The present invention is an improvement in the foregoing Schnabel car in that while the principles of a Schnabel car are still employed, nevertheless the structure is modified to adapt it for the transport of large vessels, for example reactors, where, by specification, compressive and tensile stresses must not be applied to the body of the vessel, or the exterior surface of the vessel modified to adapt it for anchoring between the confronting faces of the car portions. Reference may be had to U. S. Pat. No. 3,532,061 which discloses in detail the structure of a preferred wheeled vehicle comprising a pair of separable vehicle portions adapted to support a load therebetween. The structure of the separable portions constitutes a material part of the best mode of applying the principles-of the present invention and the disclosure of the aforesaid patent is hereby included herein in its entirety by reference.

Thus one problem which has been solved by the present invention is the provision of structural means for supporting a load in Schnabel car fashion but wherein the freight (in this case the vessel) does not become a part of the car body and is not, therefore, subjected to tensile and compressive stresses of the magnitude which would otherwise be necessary for the vessel to withstand. Moreover, the vessel itself is not modified in order to adapt it for attachment to confronting faces of wheeled railroad car portions.

A further problem which is solved by the present invention is the adaptability of the structure herein described to acceptvessels of different diameters by providing adjustable abutment portions on the opposing railroad car portions.

BRIEF DESCRIPTION OF THE INVENTION Briefly stated, the present invention is in the provision of a removable cradle for a Schnabel-type railroad car having separable wheeled portions for supporting a vessel on its side. This cradle comprises in combination beam means for coaction in compression between the separable wheeled portions of the Schnabel-type car. Separate beam means are provided for coaction in ten sion between the lower edges of the separable wheeled portions. The tension beam means are optionally also of such configuration as to provide a depressed center portion for supporting the load as close to the tracks as possible. The tension beam means also include means for supporting the vessel on its side, for example saddle means, and out of contact with the separable wheeled portions. Finally, means are provided which coact between the compression beam means and the tension beam means to stabilize the latter against parallelogrammatic movement.

In a further embodiment of the'present invention, the separable wheeled portions themselves are characterized by adjustable abutment portions for coaction with the compression beam means whereby a variety of vessel diameters may be accommodated in the same appa- I ratus.

BRIEF DESCRIPTION OF THE DRAWINGS In the annexed drawings there is shown a preferred embodiment of the present invention in a Schnabeltype car and wherein:

FIG. 1 is a side elevation of a removable cradle in accordance with the present invention and showing in partial and undetailed form portions of the separable wheeled portions supporting between them a cradle of the present invention including a vessel supported therein on its side.

FIG. 2 is a top view of the cradle shown in FIG. 1 omitting the wheeled vehicle portions.

FIG. 3 is a cross-sectional view of the forward end of the cradle shown in FIG. 1 as it appears in the plane indicated by the line 33 in FIG. 1.

FIG. 4 is a cross-sectional view showing a vessel supporting saddle as it appears in the plane indicated by the line 44 in FIG. 1.

FIG. 5 is a view partially in cross-section of the forward extremity of the beam means coacting in tension and showing a mode of attachment tothe forward wheeled vehicle portion as it appears in the plane indicated by the line 5-5 in FIG. 1.

As an example of the preferred embodiment of the present invention in a Schnabel-type railroad car, it will be understood that all of the drawings of the aforesaid US. Pat. No. 3,532,061 are incorporated herein by reference.

DETAILED DESCRIPTION OF THE DRAWINGS Referring .nowvmore particularly to FIGS. 1 and 2, there is shown in FIG. 1 a side view of a removable vessel-supporting cradle in accordance with the present invention in position between separable wheeled freight vehicle portions generally indicated at 10 and 12. The details of the forward portion 10' and the'aft portion 12 may be found by reference to FIGS. la and lb, and FIGS. 2a and 2b, in US. Pat. No. 3,532,061. It is unnecessary, therefore, to relate in further detail these known elements.

As shown in FIGS. 1 and 2, the removable cradle includes compression beam means composed of a pair of parallel box girders 14 and 16 secured as by flange plates 18 and 20, respectively, to a box structure crosshead 22 having corresponding flange plates 24 and 26 secured thereto by any means such as welding. The opposite, aft ends of girders 14 and 16 are likewise provided with flange plates 28 and 30 for mounting on plates 32 and 34 secured to box'structure crosshead 36. The basic structure including the longitudinal box girders 1 4 and 16 and the crossheads 22 and 36 provide a rectangular compression member for coaction between wheeled portions and 12. In most cases the compression member is wholly out of contact with the load. The wheeled portion 10 is provided with a pair of spaced adjustable abutment extensions 38 and 40. Wheeled'portion 12 is also provided with abutment extensions 42 and 44. The abutment extensions are conveniently formed of sections. Thus, abutment extension 38 may be formed of two trapezoidally shaped sections 46 and 48 and abutment extension 40 formed of generally trapezoidally shaped sections 50 and 52. Thus, if desired, sections 48 and 52 may be removed to provide an abutment'extension of lower profile if the diameter of the freight being carried happens to be smaller than that illustrated in FIG. 1. Likewise, the abutment extension may be extended by the addition of surmounting triangular portions 54, such as shown in dotted lines, should the diameter of the vessel happen to be larger than shown in FIG. 1. Supports are provided on the inner faces of the abutment extensions such as angle iron supports 56 and 58 on abutment extensions 38 and 40, respectively, to receive the forward extremity of the compression member, namely crosshead 22. In like manner abutment extensions 42 and 44 are provided with angle iron supports 60 and 62, respectively, to support the aft extremity of the compression member, namely crosshead 36. Thus the forces of compression are transmitted through the abutment extensions 38, 40, 42, and 44 to the separable wheeled portions 10 and 12, respectively. No mode of attachment of the compression beam means into the assembled car need be employed other than the supports 56, 58, 60, and 62 and friction between the crossheads 22 and 36 and the pairs of abutments 38 and 40 and 42 and 44, respectively. The abutment extensions 38 and 40 are conveniently maintained in spaced relation by a spacer plate 64. In like manner abutment extensions 42 and 44 are maintained in spaced relation by spacer plate 66. The exact nature of the structure for the abutment extensions is not critical and any convenient form for providing reaction members for the compression beam structure may be employed.

The second important element of the removable cradles of the present invention is a separate beam structure which coacts in tension between the separable wheeled portions 10 and 12. This separate beam structure includes means for supporting the freight such as a reactor vessel on its side and out of contact with the separable wheeled portions. Thus, there is provided a pair of longitudinal beams such as beams 70 and 72 (FIG. 3). The tension beams 70 and 72 are of box-like structure, the extremities of which are desirably formed with angularly diverging portions 74 and 76 to provide a depressed center platform on which transversely extending saddles 78 and 80 are supported. As best shown in FIG. 5, the up-turned extremities 74 and 76 provide a recess for multifingered eye blocks 82 and 84, respectively. In the embodiment shown in FIG. 5, the eye blocks 82 and 84 are provided with fingers 86 and 88 integrally cast therewith and having a pinreceiving bore 90 extending through each of fingers 86 and 88 in due axial alignment for receipt of pin 92. In like manner, eye blocks 82 and 84 and the spacing of the fingers 86 and 88 and fingers 94 and 96 is such as to receive in interleafed manner oppositely extending and bored members such as members 100, 102and 104 which are integral with the wheeled portion 10 and located on the near side as shown in FIGS. 1 and 5. Similar structure is provided at the forward extremity of tension beam 72 for interleafing with fingers 94 and 96 and receipt of pin 98. In like manner, the eye block 84 is suitably constructed and adapted for pinning to a coacting portion 106 which which is secured to aft wheeled portion 12, the two parts being interlocked by means of removable pin 108. Four such removable pin connections are provided.

The tension beams and 72 are conveniently maintained in spaced relation by crossbeams such as beams 110 and 112. In order to support the vessel, a series of suitably geometrically configured saddles are provided in spaced relation along the tension beam means which are composed of the side girders on beams 70 and 72 and the crossbeams 110 and 112. For best structural reasons, the saddles such as saddles 78 and are disposed so. as to rest on the crossbeams and 112. As indicated, these are suitably geometrically configured for supporting the vessel. In the embodiment shown, there is provided a generally cylindrical vessel 114. Its geometric configuration in cross-section may be other than circular, e.g. polygonal. The saddles 78 and 80 are geometrically configured in the form of an arc of a circle and are of generally box-like construction to meet suitably the strength requirements of the vessel being supported. To prevent damage to the vessel from the saddle members, a suitable liner 116 is desirably provided.

In order to prevent axial movement of the vessel 114 which might otherwise arise on acceleration or deceleration, there is provided a stabilizer bar 118 which is secured to the base 120 of vessel 114 by any suitable fastening means such as studs 122 and 124 and bolts 126 and 128. The stabilizer bar 118 is provided with extensions 130 and 132 at the bottom and top thereof, respectively, for axial abutting engagement with crossties 134 and 136 lying between tension girders 70 and 72. The upper end 132 is held captive in a framework 138 disposed between the compression beams 14 and 16 and extending in an aft direction from crosshead 22. The framework 138 includes rearwardly extending side plates 140 and 142 welded to a mounting plate 144 on crosshead 22. The side plates 140 and 142 are held in spaced relation by spacers 146 and 148 and the whole assembly given rigidity by means of a U-shaped retainer 150. Side plates 140 and 142 and spacers 146 and 148 define a rectangular opening for receipt of the upper end 132 of stabilizer 118. The fit between the upper end 132 and the opening formed by the side plates 140,

142 and the spacers 146, 148 is a relatively loose fit to aid in assembly, e.g. clearances of the order of l/l6 to inch are suitable. The clearance is shimmed to zero clearance with removable shims, not shown. In like manner the fit between crossties 136 and 134 and the lower end 130 of stabilizer bar 118 is of a like order. Axial movement of the vessel 114 is therefore prevented by means of the stabilizer bar coacting between the compression means and the tension means in the manner aforesaid. Also, any tendency of the vessel 114 to rotate about its axis is resisted by the saddles such as saddles 78'and 80 and the side plates 140 and 142.

An especially important function of the stabilizer bar 118 is in ensuring against parallelogrammatic move ment of the compression and tension beam components which could cause derailment if of sufficient and uncontrolled scope. This type of movement of the components is encountered when the center of gravity of the load is displaced axially, laterally, or both axially and laterally from the line of intersection of vertical planes at right angles to each other, one plane including the longitudinal central axis of the fully assembled railroad car and the other plane including the midpoints of the axial distance between corresponding parts of the fore and aft portions and 12. The manner in which the upper end 132 of stabilizer bar 118 is captured by the side plates 140 and 142 and the spacer or keeper plates 146 and 148 and their attachment to the crosshead 22 prevents distortion of the compression beam means or limits it to a very narrow, albeit tolerable, extent. At the lower extremity 130 of stabilizer bar 118 similarlateral restraints are unnecessary because the saddles 78 and 80 also perform the function of lateral stabilizing adjacent the tension beam means. Lateral stabilizers extending between cross-beams 134 and 136 may, however, be used if desired. Thus, the stabilizer bar performs two vital functions in the apparatus of the present invention, i.e. stabilization of the vessel against rotation about its own axis and against axial movement, and further stabilization of the elements comprising the compression beam means and the elements comprising the tension beam means against parallelograrnmatic movement. 1

In use, the separable wheeled portions 10 and 12 are separated, duly supported as by jacks, and the tension beam structure located between the portions 10 and 12 and suitably pinned thereto. The stabilizer beam 118 is secured to the base 120 of the vessel 114 and the latter then positioned on the saddles 78 and 80. Thereafter, the compression assembly including box girders l4 and 16 and crossheads 22 and 36 is lowered into position between the abutments 38 and 40 on the forward end and abutments 42 and 44 on the aft end of the car. The jacks holding the portions 10 and 12 in elevated position are then lowered and removed, and the apparatus is ready for transportation to itsdestin ation.

At the destination, jacks may be interposed under suitable seats 79 and 81 provided for the purpose on saddles 78 and 80 on either side of the vesselto relieve the tensile and compressive forces exerted between the wheeled portions 10 and 12. The compression assembly may be removed as a unit as by means of a suitable hoist. By removing all the pins, such as pins 92 and 108,

- the tension beam structure including the saddles 78 and 80 may be separated from the wheeled portions 10 and 12 while resting on suitable jacks. Thereafter, the wheeled portions 10 and 12 are joined together in the same manner as a conventional Schnabel car, e.g. that described in US. Pat. No. 3,532,061. The thus united wheeled portions are then returned to the point of origin. The compression member and the tension member may then be returned to the point of origin by separate means. It has been found that the tension portion and the saddles together with the stabilizer beam 118 provide a convenient bed on which to manipulate the vessel 114 at the erection site. These parts may be returned to the point of origin with the compression member or separately as the case may be.

What is claimed is:

1. A Schnabel-type railroad car having separable wheeled portions and in combination therewith a removable cradle adapted to coact between said wheeled portions for supporting and transporting a vessel on its side, said cradle comprising in combination:

a. beam means for coaction in compression between said separable wheeled portions;

b. separate beam means for coaction in tension between said separable wheeled portions, said separate beam means including means for transporting said vessel on its side and out of contact with said separable wheeled portions;

c. means for stabilizing said compression and tension beam means against parallelogrammatic movement; and v d. compression beam abutment means on each of said separable wheeled portions for coaction with said compression beam means.

2. A Schnabel-type railroad car in accordance with claim 1 wherein said stabilizing means are adapted to be secured to one end of said vessel and coact between the compression beam means and the tension beam means.

3. A Schnabel-type railroad car in accordance with claim 1 wherein the stabilizing means include means for restricting both lateral and axial movement of said stabilizing means.

4. A Schnabel-type railroad car in accordance with claim 1 wherein the compression beam means includes:

a. a pair of stringers held in parallel spaced relation b. cross heads at each end of said stringers, the resulting structure being of rectangular configuration.

5. A Schnabel-type railroad car in accordance with claim 4 wherein the stringers are box girders.

6. A Schnabel-type railroad car in accordance with claim 1 wherein the compression beam means includes parallel box girders joined at their extremities by box structure cross heads to form a rectangle, the tension beam means includes parallel box girders maintained in parallel relation by cross beams to form a rectangle, and the rectilinear structure of the compression beam means and the rectilinear structure of the tension beam means are parallel. V

7. A Schnabel-type railroad car in accordance with claim 1 wherein the compression beam means rest on supports carried by said separable wheeled portions and are frictionally retained between said wheeled portions.

8. A Schnabel-type railroad car in accordance with claim 1 wherein the tension beam means includes:

a. a pair of longitudinal members;

b. means at the extremities thereof for attachment to said separable wheeled portions, respectively;

c. means intermediate the extremities of said longitudinal members and extending between them for maintaining them in parallel relation. 1

9. A Schnabel-type railroad car in accordance wit claim 8 also including d. saddle means extending between said longitudinal vessel.

' to the first level.

12. A Schnabel-type railroad car in accordance with claim 1 in which the abutment means are adjustable in elevation.

13. A Schnabel-type railroad car in accordance with claim 12 wherein the abutment means include a plurality of segments for assembly into abutment members of predetermined height.

* t t l 

1. A Schnabel-type railroad car having separable wheeled portions and in combination therewith a removable cradle adapted to coact between said wheeled portions for supporting and transporting a vessel on its side, said cradle comprising in combination: a. beam means for coaction in compression between said separable wheeled portions; b. separate beam means for coaction in tension between said separable wheeled portions, said separate beam means including means for transporting said vessel on its side and out of contact with said separable wheeled portions; c. means for stabilizing said compression and tension beam means against parallelogrammatic movement; and d. compression beam abutment means on each of said separable wheeled portions for coaction with said compression beam means.
 2. A Schnabel-type railroad car in accordance with claim 1 wherein said stabilizing means are adapted to be secured to one end of said vessel and coact between the compression beam means and the tension beam means.
 3. A Schnabel-type railroad car in accordance with claim 1 wherein the stabilizing means include means for restricting both lateral and axial movement of said stabilizing means.
 4. A Schnabel-type railroad car in accorDance with claim 1 wherein the compression beam means includes: a. a pair of stringers held in parallel spaced relation by b. cross heads at each end of said stringers, the resulting structure being of rectangular configuration.
 5. A Schnabel-type railroad car in accordance with claim 4 wherein the stringers are box girders.
 6. A Schnabel-type railroad car in accordance with claim 1 wherein the compression beam means includes parallel box girders joined at their extremities by box structure cross heads to form a rectangle, the tension beam means includes parallel box girders maintained in parallel relation by cross beams to form a rectangle, and the rectilinear structure of the compression beam means and the rectilinear structure of the tension beam means are parallel.
 7. A Schnabel-type railroad car in accordance with claim 1 wherein the compression beam means rest on supports carried by said separable wheeled portions and are frictionally retained between said wheeled portions.
 8. A Schnabel-type railroad car in accordance with claim 1 wherein the tension beam means includes: a. a pair of longitudinal members; b. means at the extremities thereof for attachment to said separable wheeled portions, respectively; c. means intermediate the extremities of said longitudinal members and extending between them for maintaining them in parallel relation.
 9. A Schnabel-type railroad car in accordance with claim 8 also including d. saddle means extending between said longitudinal members at spaced intervals for supporting said vessel.
 10. A Schnabel-type railroad car in accordance with claim 9 wherein the saddle means include jack-receiving portions for elevating the cradle.
 11. A Schnabel-type railroad car in accordance with claim 9 wherein the attachment means are disposed at a common level above the level of the longitudinal members whereby the latter level is depressed relative to the first level.
 12. A Schnabel-type railroad car in accordance with claim 1 in which the abutment means are adjustable in elevation.
 13. A Schnabel-type railroad car in accordance with claim 12 wherein the abutment means include a plurality of segments for assembly into abutment members of predetermined height. 